#fast.car

088 BMW 503 (ex John Surtess) (1957) BEE 46 by Robert Knight Via Flickr: BMW 503 (1956-59) Engine 3168cc BMW OHV V8 Production 413 Chassis Number 69141 Registration Number BEE 46 (Grimsby) BMW ALBUM www.flickr.com/photos/45676495@N05/sets/72157623759864432 The BMW 503 is a two-door 2+2 Grand Touring car, designed by Albrecht von Goertz, and built by BMW from 1956 until 1959. The company developed the 503, built in coupé and cabriolet body styles, alongside the 507 roadster. The 503 and 507 cost about twice their projected price and did not recover their development costs. During production from May 1956 to March 1959, 413 units of the 503 were built, 139 of which were Cabriolets. The 503 came about in response to BMW sales director Hanns Grewenig's insistence that what BMW needed was f a sports car based on their 501 and 502 luxury cars, and which could take advantage of their new 3.2 L V8 all-aluminium engine. despite chief engineer Felix Feidler pushing for a smaller less expensive car. Grewenig argued that BMW did not have the manufacturing capacity for what would be a mass market car, and that there would be greater profit from a lower volume of luxury cars with a higher profut margin. The initial designs for the 503 were the work of Kurt Bredschneider, head of the body department, and he produced the preliminary drawings, but Max Hoffman, an influential automobile importer in the United States, saw early design sketches by BMW's Ernst Loof for the subsequent 507 and suggested to industrial designer Albrecht von Goertz that he should submit design proposals to BMW for both cars. The 503 was noted for having a cleaner and more modern design than the earlier 501 based Saloons, The cabriolet version of the 503 was the first European convertible with an electro hydraulic hood and windows. Only 3 RHD cabriolets were hand made for the British market. BEE 46 BMW's high-performance, V8-engined cars of the 1950s attracted a small but discerning clientele, including some very well known names from the motor sporting world. This car belonged to the late John Surtees, four-time motorcycling World Champion in the 500cc class and Formula 1 World Champion in 1964. The car was registered to him on 6th August 1992. One of only six right-hand drive BMW 503s made, of which three were cabriolets, chassis number 69141 was first registered to AFN Ltd, Falcon Works, Isleworth on 19th September 1957. This car's rather special registration was the personal registration number of Mrs Aldington of the eponymous family that owned AFN Ltd, and refers to Mrs Aldington's gynaecologist (a Dr Bee) who was allowed to use the car. Diolch am 99,683,917 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 99,683,917 amazing views, every one is greatly appreciated. Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-088

003 Superformance Shelby Daytona Coupe (2005) ACC 974 A by Robert Knight Via Flickr: Superformance Shelby Daytona Coupe (2005) Engine 6600cc (402 cu in) V8 Production 130 (approx) Registration Number ACC 974 A AC SET www.flickr.com/photos/45676495@N05/sets/72157623759779024... Otherwise known as the Brock Coupe, the Superformance, is the only licensed continuation of the original Shelby Daytona coupe racing cars of the 1960s. The car has a front mid-engine, rear-wheel drive layout, with a 55R/45F weight distribution. The body was designed by Pete Brock (who designed the original race cars) and a chassis designed by the late Bob Negstad (who designed the original race chassis), it is viewed by many to be the most authentic modern continuation of the original, very limited run of Shelby Daytona coupes. It is the only Shelby Daytona coupe approved and licensed by Shelby and the only Shelby Daytona coupe aside from the original half-dozen cars eligible for the Shelby Registry. Roush Performance is the official supplier of 50-state-legal engines for the coupe, and the majority of American owners choose a Roush engine based on a 351 Windsor block. Common displacements chosen for the car are 392, 402, and 427 cubic inches. Buyers also have a choice between five- and six-speed transmissions, Priced above that of a Porsche 911 or Aston Martin V8 Vantage and below an Aston Martin DB9 or Lamborghini Gallardo, with a record auction price of $270,000 being realised in 2006 for a specially prepared example. Note - Factory Five has since won a lawsuit establish rights to design and fabrication of the cars. SEE comments and an image of the Factory Five Racing version, thanks to its owner austinteaxas 718 Diolch am 98,259,596 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 98,259,596 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-003

003 AC Cobra Mark IV (1988) by Robert Knight Via Flickr: AC Cobra Continuation (1998) Engine 302cu (4942cc) V8 Registration Number Unknown AC SET www.flickr.com/photos/45676495@N05/sets/72157623759779024... The AC Cobra Mk IV represents a continuation of the legendary Cobra lineage, produced by AC Cars in the 1980s. This model sought to revive the spirit of the original AC Cobra, combining classic styling with modern engineering enhancements to meet contemporary standards of performance and safety. Visually, the AC Cobra Mk IV stayed true to its predecessors, retained the classic proportions and muscular stance but also included subtly updated aerodynamics. Under the hood, the Mk IV was powered by a range of Ford V8 engines, with the most common being a 5.0-liter (302 cubic inch) engine mated to a five-speed manual transmission. The Mark IV uses of a modernized chassis and suspension system, improving handling and ride, it also features upgraded brakes and more advanced safety features. This car was displayed at the NEC in dealer section, offered for sale by Graeme Hunt with only 17,840 recorded miles for £ 125,000 Diolch am 99,482,572 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 99,482,572 amazing views, every one is greatly appreciated. Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-003

101 Bristol 401 Farina Cabriolet (1948) MCR 718 by Robert Knight Via Flickr: Bristol 401 (1949-53) Engine 1971cc S6 OHV Chassis 401/ 210 Production 611 (plus 23 Bristol 402 Cabriolets) Registration Number MCR 718 (Southampton - please refer to text) BRISTOL ALBUM www.flickr.com/photos/45676495@N05/sets/72157623759876288... MCR 718 Coach-built Bristols are a particularly rare breed, with just 38 rolling chassis delivered to various companies for bespoke bodywork; Most notably Touring, Langenthal, Vanden Plas, Beutler, Ghia-Aigle and Pinin Farina and almost identical bodies were also fitted to Lancia and Alfa-Romeo chassis in the immediate post-war period.. This 401 is one of seven such cars bodied by Farina. Bristol Cars production records show that chassis number 401/ 210 was built in 1948 with engine number 400/ 85B/ 1342 and despatched out from the factory on 9 August 1948.the finished car returned in January 1950 and AFN promptly prepared it for sale, fitting 22mm torsion bars, replacing all four wheels and swapping the original 85B/1345 engine for the current BSC/1572 unit. registered as UMD 603 and owned by AFN Ltd. It was fitted with a replacement engine at a recorded 2, 246km. According to Bristol Cars, the Farina was subsequently purchased by Lord Jersey, who also owned a Bristol 400, and taken to the island of Jersey, where he had an estate. It was registered as MCR 718 at Southampton on 24 February 1955, presumably when it returned to the mainland. by 1968 it was in the hands of Roger Pearce Harvey who began a long term restoration, in 1989, consigning the car to TT Workshops.In 2011 it was sold unfinished to Jonathan Bradburn, whose father had been a partner in the Wolverhampton Bristol agent, Bradburn & Wedge who completed the restoration to a high standard, and was also able to re-unite the Farina with its original engine, which was found in Switzerland The Bristol 401 saloon and Bristol 402 cabriolet are British luxury sporting cars, produced between 1948 and 1953 by Bristol Cars, they were developed from the Bristol 400, which continued in production alongside the 401 and 402 until 1950. Although mechanically the 401 and 402 used an improved version of the BMW M328 hemi-head engine used in the Bristol 400, though upgraded with the use of Solex carburettors improving output by 5bhp to 85 bhp, the styling and construction of light alloy panels over a steel tube frame on a body by Carrozzeria Touring of Italy, was a huge advance. Its body was also more spacious than the 400 and was a full five-seater. The 401 and 402 featured distinctive with their headlights moved quite a distance into the centre of the body on either side of the narrow grille, which resembled BMW a little less than did the 400. They were also deeply curved at the front: this, along with the then-unique recessed door handles. Diolch am 98,520,946 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 98,520,946 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-101

036 Aston Martin DB 2/4 (Mark 1) Coupe (1954) 868 XUU by Robert Knight Via Flickr: Aston Martin DB2/4 Mk.1 (1953-55) Engine 2922 cc S6 DOC Production 565 (plus 199 Mk.IIs) Registration Number 868 XUU (London) ASTON MARTIN ALBUM www.flickr.com/photos/45676495@N05/albums/72157623759800132/ Considered an occasional four seater the DB 2/4 Mk.1 was designed by Frank Feeley and introduced in 1953 based on the DB2 which it replaced changes included wraparound windscreen, larger bumpers, and repositioned headlights. Initially powered by a Lagonda 2.6 litre DOHC engine of 125bhp. In September 1953 for the Saloon and in April 1954 for the Drophead, a 2922cc engine raising power to 140 hp and a maximum speed of 120mph. Of the 565 Mark I models produced, 102 were Drophead Coupé models. Although three works cars were prepared for the 1955 Monte Carlo Rally and two for the Mille Miglia, the company pursued its competitive ambitions more intently with the DB3, which was designed specifically for sports-car racing The DB2/4 Mk II model, introduced in 1955, offered an optional large-valve, high compression engine raising output to 165bhp. Other changes included small tailfins, bubble-type tail lights as on the Morris Minor, and added chrome. The bonnet horizontal split line was also changed from door sill height to a horizontal line carried backwards from the top of the front wheel arch. One significant behind-the-scenes change for the Mark II was the relocation of coachbuilding responsibilities from Mulliner's of Feltham to Tickford's works in Newport Pagnell. David Brown had purchased Tickford in 1954 and would move all of Aston Martin's operations there with the start of DB4 production. Diolch am 98,386,131 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 98,386,131 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-036

236 Morgan Plus Four TR (1965) FUE 266 C by Robert Knight Via Flickr: Morgan Plus Four TR (1953-69) Engine 2138cc Triumph S4 OHV Production 3390 (also includes Plus Four TR 1954-62) Registration Number FUE 266 C (Warwickshire) MORGAN ALBUM www.flickr.com/photos/45676495@N05/albums/72157623797607694 The original Plus Four was introduced at the 1950 Earls Court Motorshow as a larger and more powerful stablemate to the 1267cc 4/4, the new car was powered by a 2088 cc Standard Vanguard engine installed on a widened and strengthened 4/4 chassis with a wheelbase lengthened by 4 ins. In 1953 a higher performance version was announced with the 1991 cc, 90 bhp straight-four engine as used in the Triumph TR2. Beginning in very late 1953, the radiator grille was now surrounded by a cowl that blended into the bonnet; initial cars received an interim version which only curved backwards at the top, followed by a transition version using the final cowled design which also curves backwards at the sides coupled with lower-mounted headlamps. The final design, with higher mounted headlight pods and the badge above the grille appeared sometime in 1954; flat radiator cars were frequently returned to the factory to have the front updated, along with various technical upgrades. Front disc brakes became an option in 1959 and were standardised in 1960. From 1956 the 1991 cc 100 bhp of the new Triumph TR3 was used. From 1962 the Triumph TR4 unit, which increased displacement to 2138 cc was fitted The bonnet of the Triumph-engined Plus 4 fitted so closely to the engine that there was no room for an air filter. Diolch am 97,482,217 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 97,482,217 amazing views, every one is greatly appreciated. Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-236

173 Jensen Interceptor III (1977) TJA 624 R by Robert Knight Via Flickr: Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419 Registration Number TJA 624 R (Manchester) JENSEN SET www.flickr.com/photos/45676495@N05/sets/72157624203748256... The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8. The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP. The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968. The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974. In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launched as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 though the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern "sports" front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Development work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in Diolch am 97,370,631 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr. Thanks for 97,370,631 amazing views, every one is greatly appreciated. Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-173

317 Pontiac Bonneville (4th Generation) 2 door Hardtop (1966) HON 613 D by Robert Knight Via Flickr: Pontiac Bonneville (4th Gen) (1965-70) Engine 400cu (6536cc) V8 Registration Number HON 613 D (Birmingham) PONTIAC ALBUM www.flickr.com/photos/45676495@N05/sets/72157623690516561... The fourth generation Bonneville 1965-70 was dramatically restyled with swooping rooflines, rakish fender lines and the "Coke bottle" profile contributed to making one of the most popular body styles ever produced. The Bonneville got the new styling, with plenty of bright trim on the lower body sides and on the rear deck. Inside, new upholstery and instrumentation were featured. the Hydra-Matic transmission became Turbo Hydra-Matic from 1965. Other options included power steering, power brakes and air conditioning. other options included power sears, power windows, radio, cruise control, and eight lug aluminium wheels that included integral brake drums for improved stopping power. Engines included a 389 Ci and 400 Ci with 303 and 340 bhp which with options could reach 376 bhp. For 1967 GM discontinued the Tri-Power engine options on all of its cars. That year also brought a larger 400 cu in (6.6 L) V8 as the standard engine for Bonneville's and other full-sized Pontiacs to replace the previous 389, while the 421 cu in (6.9 L) V8 was replaced by a new 428 cu in (7.0 L) engine that offered as much as 390 horsepower. Diolch am 95,616,215 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr. Thanks for 95,616,215 amazing views, every one is greatly appreciated. Shot 10.07.2022, at Walsall Classic Car Show, Walsall Arboretum, Walsall REF 161-317